Brake control mechanism and steering gear control therefor



July 5, 1949. J. SNEED 2,474,961

BRAKE CONTROL MECHANISM AND STEERING Y GEAR CONTROL THEREFOR Filed Sept.1'7, 1945 6 Sheets-Sheet l mvzm'om JOHN sueeo ATTORNEYS July 5, 1949.SNEED BRAKE CONTROL MECHANISM AND STEERING GEAR CONTROL THEREFOR 6Shasta-Sheet 2 Filed Sept. 17, 1945 INVENTOR.

OHN S NEED ATTORNEYS July 5, 1949. J. SNEED 2,474,961 v BRAKE CONTROLMECHANISM AND STEERING GEAR CONTROL THEREFOR j 6 Sheets-Sheet 3 FiledSept. 17, 1945 In I0 O I m 1' I n Q 8 a: 2 LL. j

8 INVENTOR.

cn JOHN SNEED BY W g July 5, 1949. J. SNEED 2,474,961

- BRAKE CUN'I'KOL MECHANISM AND STEERING GEAR CONTROL THEREFOR FiledSept. 17, 1945 6 Sheets-Sheet 4 INVENTOR.

JOHN SNEED ATTORNEYS July 5, 1949. J. SNEED BRAKE CONTROL MECHANISM ANDSTEERING GEAR CONTROL THEREFOR 6 Sheets-Sheet 5 Filed Sept. 17, 1945INVENTOR.

JOHN SNEED ATTORNEYS I July :5, 1949.

'J. SNEED' 2,474,961- BRAKE CONTROL MECHANISM AND STEERINGv GEAR CONTROLTHEREFOR A I 6 Sheets-Sheet 6.

Filed Sept, 17,

. INVENTOR.

ATTORNEYS Patented July 5, 1949 BRAKE CONTROL MECHANISM AND STEER- INGGEAR CONTROL THEREFOR John Sneed, Detroit, Mich, assignor to Kelsey-Hayes Wheel Company, Detroit, Micln, a corporation of DelawareApplication September 17,1945, Serial No. 616,740

Claims.

The invention relates to brake systems and refers more particularly tomechanisms for controlling the brakes of a vehicle.

The invention has for one of its objects to provide an improvedmechanism for controlling the brakes of right hand and left hand drivingmembers of a vehicle in a manner to effect desirable braking action andalso to aid in steering,

the vehicle. I

The invention has for other objects to provide a brake control mechanismcomprising a device which controls the connection between the brakes ofthe vehicle and the manually operable member for applying the brakes andthe movement of which can be controlled by the gear sectors of thesteering mechanism of the vehicle;

and to provide a brake control mechanism with a manually adjustablemember which is in addition to and controls the device.

The invention has for a further object to so construct the controlmechanism that the manually adjustable member is movable to differentpositions in one of which the application of either the right hand brakeor the left hand brake is controlled by the steering mechanism; inanother of which the application of both the right hand and the lefthand brakes may occur independently of the steering mechanism; and instill another of which the application of either the right hand brake orthe left hand brake is predetermined and may occur' independently of thesteering mechanism.

These and other objects of -the invention will become apparent from thefollowing description, when taken in connection with the accompanyindrawings, in which Figure 1 is a plan view, partly broken away and insection, of a vehicle employin a brake control mechanism embodying theinvention;

Figure 2 is a side elevation, partly broken away;

Figures 3 and 4 are enlarged views of portions ofv Figure 2;

Figures 5 and 6 are cross sections on, the lines 5-5 and 6-6,respectively, of Figure 4;

Figure 7 is an enlarged view, partly broken away, of a portion of Figure2;

Figures 8 and 9 are elevations of portions of Figure 7;

Figures 10, 11, 12 and 13 are cross sections on the lines Ill-I0, lI-H,l2-l2 and l3l3, respectively, of Figure 7.

As shown in the present instance, the vehicle is a tractor having theframe I, the right hand and the left hand rear driving wheels 2 and 3,respectively, and the right and left hand front dirigible wheels 4 and5, respectively. The rear wheels are adapted to be driven by the engine6 through suitable change-speed gearing I, suitable differential gearing8, driven pinions 9, and driven gears It in mesh with the driven pinionsz and suitably secured to the inner ends of the shafts II which arejournaled in the rear axle housing I! and have secured to their outerends the rear driving wheels. The engine and the housings for thechange-speed and differential gearings preferably form parts of thetractor frame.

The differential gearing} comprises the ring gear I3 mounted upon thespider l4 and driven by the driving pinion l5 upon the propeller shaftHi. The spider has the axially aligned oppositely extending stub shaftsI1. The differential gear ing also comprises the bevel pinions l8journaled on the angularly spaced radial pins l9 carried by the spiderand the bevel gears 20 in mesh with the bevel pinions l8 and mounted onand preferably integral with the hollow shafts 2| which are journaled ina part of the housing for the differential earing. Each hollow shaft hasjcumaled therein one of the stub shafts I1 and has secured theretopreferably integrally one of nism comprising the steering wheel 22, thesteer-' ing stem 23 connected to the steering wheel and journaled in thesteering column 24, and the bevel pinion 25 secured to the steering stemand meshing with the bevel gear sectors 26 to each of which is securedthe stub shaft 21 having mounted at its outer end the arm 28 connectedby the drag link 29 to a steering knuckle of one of the front dirigiblewheels. The pinion and gear sectors are located in the housing 26'.

The service brake mechanism for the tractor is of the hydraulic type andcomprises the brakes 30 and 3| at the right hand and left hand sides ofthe tractor and operating through the driven pinions 9, driven gears Illand shafts H to brake the rear right and left hand driving wheels 2 and3, respectively, it being noted that the driven pinions, driven gearsand shafts serve to drive the rear wheels. Each brake comprises therotatable brake member 32 slidably mounted on an end of and rotatablewith one of the hollow shafts 2|. brake also comprises the stationarybrake member 33 and the third brake member 34 which has limited rotationand is located at the outer side of the rotatable brake member andopposite the stationary brake member. The stationary brake member is apart of the housing for the differential gearing. cage 35 fixedlysecured to the differential gearing housing and carryingthe fluidpressure operated actuator 36 having the piston rod 3! engaging thebrake member 34 substantially axially thereof.

Each brake is also preferably provided with means for increasing thepressure of the brake members against each other after their frictionfaces have been initially engaged by the operation of the fluid pressureoperated actuator. As

Each

Each brake also comprises the 3 shown, the means comprises thetensiorilinks 35 extending between the concentric inner and outer rings39 and 49, respectively. The inner ring abuts the brake member 34 andthe outer ring abuts the cage 35 and the links have a predeterminedwidth such that when the brake member 34 is urged against the rotatablebrake member 32 and the latter in turn is urged against the stationarybrake member 33 the brake member 34 has a limited rotation and causesthe links to swing and contact at their diagonally opposite corners withthe rings 39 and 45; thereby urging the brake member 34 in a directionto eifect an in-' creased braking efiort.

The brake mechanism also comprises a source of fluid pressure which, inthe present instance, is a master cylinder 4| manually operable by meansof the foot pedal 42.

To control the application of the brakes 35 and 3| upon depressing thefoot pedal 42, I have provided mechanism which is movable to differentpositions in one of which the application of either the right hand brakeor the left hand brake is controlled by'the steering mechanism, inanother of which the application of both brakes at the same time mayoccur independently of the steering mechanism, and in still another ofwhich the application of either the right hand brake or the left handbrake is predetermined and may occur independently of the steeringmechanism. The control mechanism comprises a valve device, cams on thegear sectors,- and manually adjustable mechanism for selectivelycontrolling the valve device.

The valve device, shown in detail in Fig. 11, comprises the housing 43having the chamber 44 provided with the ports 45, 45 and 41. The portscommunicate respectively with the master cylinder 4| and the right handand left hand fluid pressure operated actuators 35 through the conduits48. 49 and 50. The valve device also comprises the substantiallyparallel rods and 52 forming valves for closing the ports 45 and 41,respectively. Each of these valves has the cylindrical body portion 53provided with the annular groove 54 adapted to register with theassociated port to provide communication between this port and the valvechamber. Each valve has the rounded inner end portion 55 which projectsbeyond the valve housing and also has the reduced shank portion 55 atits outer end which extends beyond the housing and through the bar 51secured to the valve housing by the spacers 59 and the bolts 59. Fornormally urging each of the valves inwardly, there is the coil spring 50encircling the shankportion 55 and abutting the collar 6| at the outerend of the body portion 53 and the bar 51.

Each gear sector 25 is formed, as shown in Fig. 7, with the cam 52 onits outer periphery which is engageable with the rounded inner endportion 55 of the associated valve, the valve housing 43 being mountedon the pinion and gear sector housing 25 to align the valves with thegear sectors.

The manually adjustable means or mechanism for selectively controllingthe valve device comprises the levers 53 and 54 pivotally mounted attheir lower ends upon the ears 55 extending from the bar 51. The leversare furcated so that the shank portions 55 of the valves 5| and 52respectively pass through the levers 54 and 53 intermediate their ends.55 are abutments in the form of nuts threaded upon the outer ends of theshank portions 55 and adapted to extend across between the furcations ofthe levers to be engaged thereby. 51 and 59 are Bowden wires connectedto the free upper ends of the levers 54 and 53, respectively, and alsoto the lower ends of the plungers 59 and-15, respectively. The plungers59 and 10 are longitudinally slidable in the housing llcarried by thedash 1| 3 of the tractor. 1| is a support carried by the steering column24 below the steering wheel 22. This support has pivotally connectedthereto the manually actuable lever 12 which extends through the housing1| and may be swung about its v pivot to thereby move either or both ofthe plungers 59 and 15 and, as a result, swing either or both of thelevers 53 and 54. The housing 1| carries the plate 13 formed with aspecially shaped opening, as shown in Fig. 9, through which the lever 12extends. The opening has the lower portion 14 which is of a width tocomfortably receive the lever 12, the upper portions 15 each of a widthto comfortably receive the lever 12, and the intermediate portion 15having a width such that its lateral edges align with the outer lateraledges of the upper portions. The upper portions are separated by theprojection 11. The plungers 59 and 10 are formed with the openings 18,each be-- ing of a width to comfortably receive the lever 12. Theseopenings face in opposite directions with the opening in each plungerfacing the other plunger. The construction is such that when the leveris in its lowermost position and extending through the lower portion 14of the opening in the plate it also extends through portions of bothopenings 18 in the two plungers. In this position of lever 12 bothlevers 53 and 54 are in positions with their upper ends lowered and withclearance between the intermediate portions of the levers and the nuts65 allowing the valves 5| and 52 to move inwardly under the influence ofthe coil spring 50 as controlled by the cams 52 upon the gear sectors.When the lever 12 is in an intermediate position and extending throughthe intermediate portion 15 of the opening in the plate, both plungers59 and 10 will occupy an intermediate position, as will also the levers54 and 53, at which time these latter levers contact the nuts 55 andpositively hold the valves 5| and 52 from moving inwardly under theaction of the coil spring 50 and in positions placing the chamber -44 incommunication with the ports 45 and 41 third and uppermost position ofthe lever 12, it

will be noted that the lever to reach this position must be swungslightly either to the right or to the left, in which case it isdisengaged from either the left or right plunger 59 and 10,respectively, and fully engaged with the other plunger to move the otherplunger to its uppermost position, which through one of the Bowden wires51 and 58 and either the lever 54 or the lever 53 moves either the onevalve 5| or the other valve 52 outwardly against the force exerted byits coil spring 50 to close either the port 45 or the port 41 and holdthe valve in this position irrespective of the steering mechanism.

The plungers 59 and 15 are resiliently held in their adjusted positionsby means of the springpressed balls A and B, respectively, the balls andsprings being located in housings upon the housing 1| (Fig. 13).

The brakes 30 and 3| may also be mechanically applied and held inapplied position when they are to be used as parking brakes. As shown,19 are bell cranks, there being one for each brake, pivotally mounted onthe cage 35 and 81 for engagement by the pawl 88. This pawl is pivotallymounted upon the tractor frame and is adapted to be swung about itspivot by the Bowden wire 89 which is connected to the lever 90 pivotallymounted upon the housing II and extending adjacent to the lever 12. Thewire yieldably holds the pawl in position by suitable means, such as thecoil springs SI and 92 encircling the wire and engaging abutmentssecured to the wire and also an abutment secured to the pawl. The link86 has the flange 93 at its upper edge and the upper end of this flangeforms an abutment for engagement by the lug 94 upon the lower part ofthe foot pedal 42 when the foot pedal is depressed and when the wire 89is in a position holding the pawl 88 yieldably in the position shown byfull lines. With this arrangement of pawl, the link 88 will be held inadjusted position holding .the brakes applied. However, bylongitudinally moving the wire and swinging the pawl downwardly to theposition shown by dotted lines, the foot ,pedal will clear the link. Itwill be noted that the master cylinder 4| is adapted to be operated bythe foot pedal 42 by means of the piston rod 85 which is pivotallyconnected to the lower part of the foot pedal.

What I claim as my invention is:

1. A control mechanism for the brakes of righthand and lefthand drivingmembers of a vehicle having steering mechanism including gear sectors, ahousing for the gear sectors, 9.

source of fluid pressure and fluid pressure operated actuators for thebrakes, said control mechanism comprising a valve housing mounted on thegear sector housing and having a chamber communicating with the sourceof fluid pressure,

conduits between said chamber and the actuators for placing said chamberin communication with the actuators, movable valve means in said valvehousing for controlling the communication through said conduits betweensaid chamber and the actuators, means on the gear sectors forselectively controlling movement of said valve means in accordance withthe direction or turning of the steering mechanism, and manuallyadjustable means for also selectively controlling movement of said valvemeans.

2. A control mechanism for the brakes of righthand and lefthand drivingmembers oi a vehicle having steering mechanim including gear sectors, ahousing for the gear sectors, 9. source of fluid pressure and fluidpressure operated actuators for the brakes, said control mechanismcomprising a valve device mounted on the gear sector housing andoperatively connected to the source of fluid pressure and actuators andcontrollable by the gear sectors for selectively controlling thecommunication between the source or fluid pressure and the actuators, inaccordance with the direction of turning of the steering mechanism. andmanually adjustable means for also selectively controlling said valvedevice.

3. A control mechanism for the brakes of righthand and lefthand drivingmembers of a vehicle having steering mechanism including gear sectors, ahousing for the gear sectors, and a manually operable member and meansfor operatively connecting said member to the brakes to actuate thelatter, said control mechanism comprising a device mounted on the gearsector housing for selectively controlling said means for operativelyconnecting said member to the brakes in accordance with the direction ofturning of the steering mechanism and controllable by the gear sectors,and manually adjustable means for also selectively controlling saiddevice.

4. A control mechanism for the brakes of righthand and lefthand drivingmembers of a vehicle having steering mechanism including a pair of gearsectors, a housing for the gear sectors, a source of fluid pressure andrighthand and lefthand fluid pressure operated actuators for the brakes,said control mechanism comprising a valve housing mounted on the gearsector housing and having a chamber and a port leading from said chamberand in communication with the source of fluid pressure and a pair ofports leading from said chamber and in communication with the actuators,a valve for closing each of the ports in communication with theactuators, a cam on each gear sector for controlling the movement of oneof said valves in accordance with the direction of turning of thesteering mechanism, and manually adjustable means for selectivelycontrolling the movement of said valves.

5. A control mechanism for the brakes oi. righthand and lefthand drivingmembers of a vehicle having steering mechanism including a pair of gearsectors, a housing for the gear sectors, a source ot-fluid pressure andrighthand and lefthand fluid pressure operated actuators for the brakes,said control mechanism comprising a valve housing mounted on the gearsector housing and having a chamber and a port leading from said chamberand in communication with the source of fluid pressure and a pair ofports leading from said chamber and in communication with the actuators,a valve for closing or the ports in communication with the actuators, acam on one gear sector controlling the valve for the port incommunication with the righthand brake actuator and providing forclosing oi. the valve when the gear sector is turned a predetermineddegree in making a left turn. a second cam on the other gear sectorcontrolling the valve for the port in communication with the lefthandbroke actuator and providing for closing of the last mentioned valvewhen the last mentioned gear sector is turned a predetermined degree inmaking a right turn, and manually adjustable means movable to positionsproviding for controlling of said valves by said cams, positivelyholding said valves from closing, and closing either of said valves.

. JOHN SNEED.

REFERENCES CITED The following references are of record in the flle ofthis patent:

UNITED STATES PATENTS 7 Milster Oct. 5, 1943 each

